page_title: Bell P-39 Airacobra
section_title: Variants
hierarchical_section_title: Bell P-39 Airacobra / Variants
context_page_description: The Bell P-39 Airacobra was one of the principal American fighter aircraft in service when the United States entered World War II. The P-39 was used by the Soviet Air Force, and enabled individual Soviet pilots to collect the highest number of kills attributed to any U.S. fighter type flown by any air force in any conflict. Other major users of the type included the Free French, the Royal Air Force, the United States Army Air Forces, and the Italian Co-Belligerent Air Force.
  Designed by Bell Aircraft, it had an innovative layout, with the engine installed in the center fuselage, behind the pilot, and driving a tractor propeller with a long shaft. It was also the first fighter fitted with a tricycle undercarriage. Although its mid-engine placement was innovative, the P-39 design was handicapped by the absence of an efficient turbo-supercharger, preventing it from performing high-altitude work. For this reason it was rejected by the RAF for use over western Europe but adopted by the USSR, where most air combat took place at medium and lower altitudes.
  Together with the derivative P-63 Kingcobra, the P-39 was one of the most successful fixed-wing aircraft manufactured by Bell.
context_section_description: XP-39-BE
  Bell Model 11,  one prototype 38–326 first flown 6 April 1938. Powered by an Allison V-1710-17 (E2) engine (1,150 hp/858 kW), the aircraft was fitted with a General Electric B-5 turbosupercharger, creating a two stage supercharging system similar to the P-38 (engine-mounted mechanical supercharger, remote exhaust-driven turbo-supercharger as a second stage for high-altitude). Provision was made for two .50 in (12.7 mm) machine guns in the forward fuselage and one 25 mm (.98 in) cannon but aircraft remained unarmed. Later converted to XP-39B.
  XP-39B
  One conversion first flown 25 November 1939. Streamlined XP-39 based on NACA wind tunnel testing resulting in revised canopy and wheel door shape, oil cooler/ engine coolant radiator intakes moved from right fuselage to wing roots, fuselage increased length (by 1 ft 1 in, to 29 ft 9 in) and decreased wingspan (by 1 ft 10 in, to 34 ft). The turbosupercharger was removed, and the single-stage, single speed, supercharged Allison V-1710-37 (E5) engine (1,090 hp/813 kW) was left in place. The carburetor air intake was moved behind canopy, just above the carburetor.
  YP-39
  Bell Model 12, service test version, V-1710-37 (E5) engine (1,090 hp/813 kW). First two aircraft delivered with armament, the remained with a M4 37 mm (1.46 in) autocannon with 15 rounds, 2 × .50 in (12.7 mm) machine guns with 200 rpg, and 2 × .30 in (7.62 in) machine guns with 500 rpg in the nose. wider vertical tail than XP-39B. 12 completed with the first flying 13 September 1940.
  YP-39A
  One intended to have a high-altitude V-1710-31 engine (1,150 hp/858 kW), but was delivered as a regular YP-39.
  P-39C
  Bell Model 13, first flown in January 1941 it was the first production version, identical to YP-39 except for V-1710-35 engine (1,150 hp/858 kW). Armed with 1 × 37 mm (1.46 in) cannon, 2 × .50 in (12.7 mm) & 2 × .30 in (7.62 mm) machine guns in the nose. Aircraft lacked armor and self-sealing fuel tanks. Twenty produced out of an order of 80 the remainder were redesignated P-39D
  P-39D-BE
  Bell Model 13, production variant based on the P-39C with 245 lb (111 kg) of additional armor, self-sealing fuel tanks. Armament increased to 1 × 37 mm/1.46 in cannon (30 rounds), 2 × .50 in/12.7 mm (200 rpg) and 4 × wing mounted .30 in/7.62 mm (1,000 rpg) machine guns; 60 Produced.
  P-39D-1
  Bell Model 14A, production variant fitted with a 20 mm (.79 in) M1 cannon. Specifically ordered for delivery under Lend-Lease; 336 produced:1 sent to Soviet Union and used in combat alongside P-39D-2s.
  P-39D-2
  Bell Model 14A-1, production variant with a V-1710-63 (E6) engine (1,325 hp/988 kW) restored the 37 mm (1.46 in) cannon, provisions for a single 145 gal (549 l) drop tank or maximum 500 lb (227 kg) bomb under the fuselage; 158 produced. Some 50 at least sent to USSR and used in combat, some 15–20 used by 16th Guards Fighter Regiment.
  P-39D-3
  26 conversions from P-39D-1 to Photo Reconnaissance Configuration; K-24 and K-25 camera in rear fuselage, extra armor for oil coolers
  P-39D-4
  11 conversions from P-39D-2 to Photo Reconnaissance Configuration. Same modifications as D-3 aircraft.
  XP-39E
  Bell Model 23. three P-39Ds modified for ground and flight testing first flown 21 February 1942. Intended for Continental I-1430-1 engine with (2,100 hp/1,566 kW) actually flown with Allison V-1710-47 (1,325 hp/988 kW) engine. Airframes were used to test various wing and different vertical tail surfaces. Fuselage was lengthened by 1 ft 9 in (53 cm). Used in the development of the P-63. The production variant, with the Continental engines was to be redesignated P-76; there was no Bell XP-76 as such.
  P-39F
  P-39F-1
  Bell Model 15B, production variant with three-bladed Aeroproducts constant speed propeller, 12 exhaust stacks; 229 built.
  TP-39F-1
  One P-39F converted as a two-seat training version with additional cockpit added in nose— no armament.
  P-39F-2
  27 conversions from P-39F-1 with additional belly armor and cameras in rear fuselage.
  P-39G
  Bell Model 26, 1800 ordered, intended to be a P-39D-2 with an Aeroproducts propeller. Due to modifications 
caption: P-39C-BE assigned to the 40th PS / 31st PG at Selfridge Field
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